Railway-traffic-controlling system



Aug. 18, 1925.

M. H. LOUGHRIDGE RAILWAY TRAFFIC CONTROLLING SYSTEM 2 Sheets-Sheet l MMM@Umm/umg Q NN Filed March 50 'Aug` w, w25.

M. H. .LOUGHRIDGE RAILWAY TRAFFIG GONTROLLING SYSTEM Filed March 30 19212 Sheets-Sheet 2 for an object Patented Aug. 18, 1925.

UNITED STATES PATENT OFFICE.

MATTHEW H. LOUGHRIDGE, OF BOG0`TA, NEW JERSEY.

RAILWAY-TRAFFIC-CONTROLLING SYSTEM.

Application led March 30, 1921. Serial No. 456,862.

To all whom t may concern.'

Be it knownk that I, MATTHEW H. LoUGH- RIDGE, a citizen of the UnitedStates, and a resident of Bogota, in the county of Bergen and State ofNew Jersey, have invented certain new and useful Improvements inRailway-Traffic-Controlling jSystems, which the following is aspecilication.

This invention relates to a cab-signal and train-control system as usedfor controlling railway trains and among other things has to provide asystem of this kind operated in a novel manner by electromagneticinduction for communicating a variety of ei'ects between the track and,the locomotive Which may be applied to operate cab-signals and controlthe train, andv a particular object of the invention is to provide asystem whereby a specially constructed magnet on the track will normallyproduce a stop or retarding effect upon the train and when this magnetis energized by alternating current a proceed effect is communicated tothe train. Other objects of this invention Will be understood from, andare more particularly described in the following specification anddrawings in which Fig. l shows an enlarged view of a portion of thetrack device, Figs. 2 and 3 show this device as it may be applied to arailway track,

Fig. 4 shows the locomotive device responding to the track device, Figs.5 and 6 are sectional elevations taken on the central line of Fig. 4.-.Fig. 7 is an end View of a portion of Fig. 4:, Fig. 8 is a plan of thelocomotive wiring that may be used with thisinvention, Fig. 9 shows therelation of the track devices to the locomotive wiring and Fig. 10 showsa `plan of the track Wiring for block signaling that may beI used in theapplication of lthis invention.

This invention consists in the use of a track magnet having elongatedpolekpieces extending parallel with vthe track and va means forenergizing these pole pieces by permanent magnets which may bereenforced with direct current and `also vindependent meansfor'energizing these same pole pieces by alternating current controlledby the block system. These track devices I prefer to callramps as theypreferably include a ramp construction at the ends inl order that theymay otter as little obstruction as possible'on the roadway. Howeven thetermv ramp does not imply that they make a mechanical contact with anydevice invention.

'l'he locomotive device consists of one or more members magneticallyresponsive to in the function which they perform in this the trackmagnet and capable of receiving invention, as is usually understood bythe term shoe.

.The track member consists of a pair of magnetic ridges placedhorizontally extending parallel with the track and having coils with acore placed between these ridges so that when the coils are energized amagnetic field is created in these ridges for the purpose of influencing.the locomotive shoe. In addition, these magnetic ridges are energizedby a series of permanent magnets spaced along the ridges which arearranged to magnetize each ridge with the same polarity. arranged toinfluence a member of the locomotive shoe.

The locomotive shoe consists of a bracket supporting a magnetic yokehaving enlarged pole pieces which pass over and in close relation to themagnetic ridges of the ramp, thus forming a path for the lines of forcecreated by the magneticlield of the ramp. One magnetic yoke is providedwith a polarized armature and is arranged to respond to the permanentmagnets of the track ramp. The other magnetic yoke is provided with acoil connected Withran AHC.` relay and is arrangedl to energize thisrelay from the alternating current energizing the coils in the ramp, sothat, in eliect, the coils ofthe track ramp become the primary of atransformer of which the coil of the magnetic yoke is the secondary. TheWiring on the locomotive is so arranged that the permanent magnets fordirect current will produce These permanent magnets are thus A may havea plural number of magneticyoke's 12 placed on the ties or sleepers 11.On the Stringer 12 the angle bars 13 may be secured arranged to supporta non-magnetic ridge 14 which may be constructed of manganese iron orother non-magnetic material. This ridge rises on a higher plane than themagnetic ridges 15 and 16 and thereby acts as a mechanical protection tothese ridges and also prevents objects falling on the ramp fromcompleting the magnetic circuit between ridges 15 and 16. This centralridge also acts as a support for the magnetic ridges 15 and 16 throughthe cores 17 of the magnet coils 18 spaced at intervals asl shown,between the ridges 15 and 16.

The magnetic ridges 15 and 16 are connected with a series of permanentmagnets 19 which may be arranged in groups at intervals as indicated inFigs.,1, 2 and 3.

cally insulated at 16a and the magnets 19 for this section are turnedaround, having the south pole connected with magnetic ridge 16 as willbe more fully explained in connection with the operation of the system.

The locomotive shoe is illustrated in Figs. 4, 5 and 7, in which 31represents a portion of the locomotive frame to which the bracket 32 ofthe shoe is secured by bolts 33 engaging slotted openings in the bracketand held in position by the springs and bolts indicated at 34; theobject of the springs is to provide a yielding attachment for the shoein case it should be struck by some obstacle on the roadbed so that itmay be thereby displaced instead of broken ott'.- The shoe consists ofan element responsive to the per-v manent magnets 19 in the ramp, knownas the D. C. shoe magnet and consisting as shown in Fig. 5, of themagnetic yoke 35 having pole piece 36 arranged to travel in the verticalplane of magnetic plate 15 and pole piece 37 arranged to travel in thevertical plane of magnetic plate 16, so that when this portion of theshoe travels over the ramp a path is provided for the magnetic lines offorce between the magnetic ridges 15 and 16 through the air gap asshown. This induces a polarity into the pole pieces 36 and 37 which actsupon the polarity of the permanent magnet 38 which is pivoted in Thesemagnets are arranged to magnetize..the yoke at 39. When the inducedpolarity the plates 15 and 16 which form pole pieces for the permanentmagnets and as these magnets are placed with similar poles for eachportion of the ramp engaging the same plate, it is apparent that plate15 for instance, becomes an elongated pole piece for the series ofpermanent magnets 19 and energized with the same polarity as thesemagnets, while a similar condition prevails with relation to the polepieces 16 and the opposite ends of the permanent magnets 19, theconstruction being such as to provide a magnet extending parallel withthe track with elongated pole pieces energized by magnets, these pole.pieces being placed in arhorizontal plane to iniiuence a magneticcircuit on the locomotive.

For certain applications of the system, as will hereafter be morefullyexplained, in connection with the circuit diagrams, it is necessary tomake the ramp in sections, each end of theramp as shown in Fig. 3 beingenergized by thecoils 18, while the central portion is energized aloneby the magnets 19, or the magnets 19 and the coils 18 may be alternatelyspaced as shown in Fig. 2, andy the magnetizing inuence of the onesuperimposed upon the other on the magnetic plates of the ramp. Afurther condition is illustrated in Fig. 3 in which certain of themagnets 19 for a portion of the ramp have the north pole connect/ed toplate 16, while the central portion of the ramp is magnetiin 36 forinstance, is similar to the polarity in the lower end of magnet 38,.this magnet is repelled and is attracted by the pole 37, therebychanging its position under the influence of the permanent magnets 19.

Magnet'38 is arranged to control certain electric circuits by its changeof position as more fully explained in connection with the circuitdiagram. The magnetic yoke 35 may be independently energized by coils 40and 41, and magnet 38 may be energized by coil 42 from a source ofcurrent on the locomotive hereafter described in connection with thecircuit diagram. This part of the locomotive shoe is enclosed in anon-magnetic housing 43 with a cover on the lower end indicated at 43aand exposing only the ends of the pole pieces to the influence of thetrack ramp. This housing is to protect the moving parts and the'circuitcontrollers associated withthis part of the mechanism.

The part of the locomotive shoe, responsive to the coils 18 and toalternating current inthe ramp, known as the A. C. shoe magnet, consistsof a magnetic yoke 52 supported by a non-magnetic frame 51 adjustablysecured to the wing 57 of bracket 32 by the bolt 56 and the adjustingscrew 58. This yoke is provided with pole pieces 54 and 55 arranged toalign with the magnetic ridges 15 and 16, as the shoe passes over theramp and is provided with a coil 53. It will be observed that as theshoe passes over the ramp a magnetic flux is induced through the yoke 52from the plates 15 and 16 due to the alternating current in coils 18 andthis flux in '.turn, sets up a current in coil 53 as the secondary of atransformer owhich the coils 18 are the primary. The endsot' coil 53vare connected with an A. C. relay for operating the controlling circuitshereafter to be described.

The shoe is provided with a plurality of magnetic yokes 52 with coils 53responsive to the A. C. in the track ramp and thus provides a means forincreasing the eect communicated by electro-magnetic inductionbe` tweenthe ramp and the locomotive and due tothe indefinite length of the rampthis magnetic influence may be maintained for a considerable interval oftime on high speed trains, thereby enabling the apparatus to be ruggedlyconstructed to stand the conditions to be met with ona locomotive.

As shown in Fig. 4, the shoe includes a D. C. shoe magnet` in the centreand an A. C.

v'shoe magnet on each side of the D. C. shoe magnet; this arrangementinsures that an A. C. Shoe magnet shall always belast in leavingftheramp intluencewhen the locomotive runs either end first.

The locomotive wiring.

` The locomotive Wiring for use with this system as shown in Fig. 8,consists of a shoe similar to Fig. 4 on each side of the locomotivearranged to coact with ramps correspondingly placed on the track. Eachshoe `operates a set of apparatus including controlling relays and theserelays in turn cooperatively operate cab signals which may be providedin duplicate and train controlling merhanism in accordance with therequirements of the system.

The locomotive apparatus is operated by a source of electric energy asindicated by the battery 111 connected on one side to thethese signalsare of the light type, giving ay green, yellow and redlight indication,indicated respectively by the letters G, Y and R as shownon thedrawings.

1,02 is a block relay connected on. one side to the common wire and onthe opposite side by wire 125 to contact 126 of the A. C. relay 103 andto battery Wire 110 so that when the A. C. relay is energized, theblock.

relay is also energized. When this block relay is energized, itestablishes a holding or stick circuit through contact 127, Wire 128 andcontact 129 te battery Wire 110. The

contact 129is operated by the magnet 38 of the D. C. shoe magnet andWhen'in the position shown, this contact is closed and the block relay102 remains energized.

The A. C. relay 103 is responsive to thc A. C'. shoe magnctconnected bywire 121 to coils 53 of the magnetic yokes 52 and by wires 122 and 123from coils 53to the other side of the A. C. relay; This places the coilsmagnet shoes whichenergizes the A. C. re-` lay 103 and thereby picks upthe block relay 102 which is held"energizedby .the contacts operated bythe D. C. magnetic shoe as above referred to. 1

It will be noted that the engine apparatus operated by the shoe to theright is exactly similar tofthat described, having a block relay 102acorresponding to the block relay 102 and controlled by circuitsindicated by similar reference characters. Also the A. C. relay 103corresponds toA. C. relay 103 and is controlled by circuits similar tothe control of relay 103. y y

When block relays, 102 and 102 are both energized, a circuit is set upfrom battery WireV through wire 113 to wire 112, thereby supplyingenergy to the green light of the signals. When block relay `102 isenergized and 102a is deenergized, a circuit is set up from batterywire110, Wire to wire 114, thereby lighting the yellow light of theA cabsignals'.` Also when block relay 102 is deenergized and 102a isenergized, a circuit is set up froml battery` wire 110, wire 116 toWire-|114, also lighting the yellow light of the cabsignals and whenblock relays 102 and 102a are both deenergized, .aV circuit is setupfrom battery Wire 110, vthrough wire 115, to wire 117, illuminating thered light of the cab signals. ThisA feature is more fully explained anddescribed in United States Patent, #1,299,595, issued April 8, 1919, towhich reference should be hadrfor a more complete description.

The relation of the track apparatus to the locomotive shoes will beunderstood by con sidering the relation of Figures Stand 9, in which 71and 72 represent the track rails, 7 4 is a track relay connecting bywires 74a and 74h to the track rails forming part of the track circuithereafterV to be described and used to determine when a portion of trackis clear or blocked. VVh'en the relay 74 is energized, a circuit isestablished frin trans former 84, through contact 83, Wire 82, to

`the ramp on the lett lside of the track by alternating current. Thecoil 18a ot' the ramp on the right side of the track is energized bywire 85 through contact 86 of track relay 74 and wire 87 to a circuitthrough the next track relay as hereafter described.

It a locomotive equipped as shown, passes over the track ramps and trackrelay 74 is deenergized, thenthe coils 18 and 18a are deenergized andthe permanent magnets 19 become eii'ective upon the D. C. shoe magnet.In this case, we may suppose that plate 15 is magnetized by northpolarity and plate 16 is magnetized by south polarity and the pole piece3G is, by induction, magnetized similar to the plate 15 and the polepiece 37 is magnetized similar to plate 16. This will cause pole 36torepel the magnet 38 and cause the pole 37 to attract this. magnet,thereby swinging it into the opposite position, opening the contact 129and closing contact 156. When contact 129 is opened the holding circuitof the block relay 102 on wire 128 1s deenergized and as there is no A.C. present to energize the A, C. magnet 103, the block relay remainsdeenergized, indicating a blocked condition.

The circuits for the D VC. shoe on the let't and right sides areidentical and indicated by similar reference characters. Attention,however, is called to the tact that on the track ramps the northpolarityis on the'outside of the track in both ramps and the operationof the circuit controllers by the magnet 38 is arranged to provide theconditions of safety when these magnets swing outward and a blockedcondition when they swing inward, with the .result that if thelocomotive turns around so that the' left shoe engages the right handramp and the right shoe engages the left hand ramp, the operation of thelocomotive apparatus will function properly without any change oradjustment and the cooperative operation of the signal will correctlyindicate block conditions.

It has been stated that when the A. C. energy is absent in the ramp, thepermanent magnets 19 become effective to operate the D. C. shoe magnetproducing the conditions of stop or retarding of the train. Thepermanent magnets 19 may be reenforced tor this purpose by battery 93,wire 91, coil on the magnet core as shown in Fig. 9, wire 92 and contact9-1 ot track relay 74, which is closed when this relay is deenergized.It should be understood, however, that the permanent magnets 19 areplaced suiliciently close and have sutlicient energy to move the magnet38 into the opposite position without lheaid of the battery 93. This, infact, sets up a permanent condition on the track tending at each ramp tooperate the locomotive device into the retarding or stop position and isso arranged in accordance with the closed circuit principle.

New, suppose relay 7a is energized so that the coils 18 of the ramp aresupplied by alternating current, when the left shoe comes under theinfluence of a ramp so energized, the alternating current relay 103 isenergized during the time the shoe is passing over the ramp. rIhis relayin addition to picking up the block relay 102 sets up a circuit rombattery wire 110 through contact 132, wire 131, coil 40 of the magnetyoke 35, coil 42 of the permanent magnet 38 and Coil 41 of* the magnetyoke 35, to battery wire 100. The iniuence of -this current ,on the D.C. magnet shoe strengthens the magnet poles ot magnet 42 and establishesa polarity in the pole pieces 36 and 37 swingingthis magnet in theproceed position,closing contact 129 as shown. The infiuence of thecircuit thus established is very much greater than the inductive inuencereceived from the track ramp tending to swing the magnet 38 in theopposite direction; hence it establishes the conditions of proceed andthese conditions remain after the shoe leaves the iniuence ol the rampdue to the magnetism of magnet 38 holding the pole piece 36. Thepresence of alternataing current in the ramp, therefore, sets up acircuit on the locomotive which overcomes the tendency of the permanentmagnets on the ramp to produce the retarding effect. Moreover, thiscurrent in the ramps, particularly where there is an air gap between thepole pieces of the magnetic yokes and the ramp, tends somewhat toneutralize the magnetic effects from the permanent magnet 19.

It will be observed that when the ramps are not energized by alternatingcurrent and the magnets spaced at intervals as shown in Fig. 2 therewould be some tendency for certain portions of the ramp to be magnetizedto a greater extent than others and a high speed train passing over sucha ramp would have a tendency to produce an A. C. flux in the coils 53.This eect, however, is not suliicient to influence the A. C. relay 103.If such a condition were undesirable or to be guarded against, I wouldprovide a ramp similarto Fig. 3 in which the end sections of the rampinclude the A. C. coils exclu sively and the central section includesthe permanent magnets exclusively and magnetically insulate thesesections from each other, so that a shoe when engaging such a ramp ifenergized by A. C., would always leave the ramp with clear conditionsestablished and it not energized by A. C. the central portion of theramp would influence the D. C. magnetic shoe to produce a retardingeffect on the train.

- The application of this system to a portion of track will beunderstood by a consideration of the circuit lay-out shown in Fig. 10.71 and 72 represent the track rails which are divided into blocks by theinsulated joints 75; each track section or block is provided with abattery 73 and a track relay 74 at the opposite end of the block,connecting by Wires 74EL vand 74b to the track rails according tostandard practice. At the entrance'to each block the track ramps 76 areplaced on one side of the track and the track ramps 77 on the oppositeside of the track. These ramps may beconstructed accoi-ding to thearrangement shown in Figs. l and 2, and are provided with permanentmagnets similar to the arrangement shown in Fig. 9. The A. C. magnets 18of .ramp 76 connect to common wire 80 by Wire 8l and on the oppositeside by wire 82 connects to contact 83 of track relay 74, to transformer84 so that when the block immediately ahead of the ramp is clear the A.C. magnets 18 are energized. The A. C. magnets 18a of the ramp 77 on theopposite side ot the track connect on one side to the common Wire 81 andon the opposite side by wire 85 and contact 86 of relay 74, connect toline Wire 87 and by contact 83 of the track relay for thel neXtsucceeding block connect to transformer 84 so that the magnets 18L arecontrolled over the first and second succeeding blocks according to the`standard practice in railroad signaling. This condition is maintainedthroughout any portion of track.

In addition to the ramps at the entrance of a block, ramps may be placedintermediate the ends ot the block as indicated at 78. This ramp may beconstructed according to the arrangement shown in Fig. 3 having A. C.coils 18b and 18c connected on one side to the common Wire 80 and on theother side by Wire 88 to the line wire 87, so that they are controlledby the track relay of the next block ahead. More than one ramp similarto 78 may be provided intermediate the block and similarly arranged sothat at frequent recurring points, as a train passes through the block,it receives acommunication of the conditions of the block ahead.

The operation of the cab signal system will bey understood as followsrlfa locomotive,.equipped as shown in Fig. 8, encounters a track arrangedas indicated in Figs. 9 and 10, and the first block ahead is not clear,then the track relay is deenergized and magnets 18 and 18a aredeenergized so-,that the locomotive shoe comes under the influence of aramp energized entirely by the permanent magnets 19. These magnets acton the polarized armature 38 ot the left shoe and the polarized armature38 ot the rightshoe, causing them to swing to the opposite position fromthat shown, Where they are held by the magnetism of magnet 38, openingthe holding circuit ofthe block relays 102 and 1028, whereby theserelays are deenergized and a red signal indication is given indicatingthat the ,blockv is `not clear.

Now suppose that ramp 76 is energized by alternating current and the A.C. coils 18a ot ramp 77 aredeenergized, corresponding to the conditionsof a train yin the second block ahead, then the lett shoe on engagingramp 76 energizes A. C. relay 103 from the coils 18, thereby picking uprelay 103 and preventing the block relay 102 trom being deenergized,While the block relay 102a is deenergized due to the influence ot' thepermanent magnets in the :ramp 77, causing the display ot' a yellow orcaution signal by energizing one of the block relays and deenergizingthe other.

It both ramps 76 and 77 are energized by alternating current, then theA. C. relays 103 and 103a are picked up and the block relays 10Q-and 102are energized, giving a green or clear signal. The operation of bothinductive shoes is exactly alike and these shoes are arranged tocooperatively operate the cab signals so that the system operates wheneither shoe engages either ramp.

It a locomotive enters a block and the ramp 76 is energized byalternating current and the ramp 77 deenergized, this will produce acaution signal as in the manner previously described. When thislocomotive proceeds through the block and encounters thecfirstintermediate ramp 78, if the conditions creating the caution signal havechanged in the interval the coils 18b and 18c 'ot this ramp will beenergized and the caution signal will be changed toa clear signal and,on the other hand, if these conditions have not changed or it theconditions producing a clear signal at ramp 77 have changed in theinterval so that a caution signal should be displayed When thelocomotive encounters an intermediate ramp, the A. C. magnets 18b and18c Will be deenergized and the permanent magnets of this ramp Willestablish the conditions of a caution signal, similar to the permanentmagnets in the other ramps. Other functions performed by theintermediate ramp will be understood in connection with the traincontrol apparatus.

The train control apparatus.

y The train control apparatus as disclosed in the present invention isarranged to give an audible signal when a caution signal is received andto secure an application of the train brakes at each intermediate rampit the caution conditions remain. This application of the brakes isobtained through a graduated etl'ect which increases the braking forceas the train proceeds through the block and in combination therewitheach time that the braking system is operated the audible signal mayalso be operated. Each time the audible )signal is operated manual meansare provided whereby its operation is suspended.- Y A magnet is providedcontrolling a. valve Q30 leading to a whistle or audible signal. Thismagnet is controlled by the block relays and becomes effective wheneither block relay is deenergized. Another magnet is provided indirectlyresponsive to the block relays and which may be manually controlled.This magnet controls a valve leading to a vent pipe in the train line,whereby the brake application is made. In additionto this` the lattermagnet operates a stepping device whereby the audible signal issuspended and the apparatis brought into position for operating thetrain brakes at each succeeding operation of the D. C. magnetlc shoe.This operates '5.a graduated valve, whereby the train pipe may be ventedlo a greater extent at each succeeding ramp as the train proceedsthrough the block.

This apparatus will be understood from Fig. 8 in which magnet 201connects to the common wire 100 and by wire 202, contact 203 of blockrelay 102, wire 204 and contact 205 of block relay 102a connects tobattery wire 110. This magnet is therefore deenergize'd when either orboth block relays are deenergized corresponding to the conditions of acaution or stop signal. Magnet 201 cont-rols armature 223 which holdsvalve 222 closed shutting ott the air supply from pipe 221 to pipe 224.Nhen this magnet is deenergized, valve 222 is opened and a passage isset up from the air supply in pipe 221 through pipe 224, rotary valve225 and pipe 226 to whistle 227, thus giving an audible signal. Armature223, when magnet 201 is deenergized, also controls a stepping device 242hereafter to be described.

Magnet 211 connects on one side to the common wire 100 and is controlledby wire 212, contact 214 of stick relay 151, wire 215 and contact 216 ofstick relay 151a to battery wire 110, so that when stick relays 151 and151a are energized, magnet 211 is energized and when either of theserelays is deenergized, magnet 211 is deenergized. Mag- 'net 211 controlsthe armature 233 operating the valve 232, leading from the train line231 to the pipe 234, connecting through the rotary valve 225 to pipe 235and to the vent 236. A connection 237 may be made between pipes 226 and236 operating the whistle 227. In the normal position as shown, theconnection between pipes 234 and 235 is closed at the rotary valve 225.When, however, this valve makes one step the first small opening 238aligns with the opening in pipes 234 and 235, thereby establishin aconnection between these pipes and w en valve 225 advances another step,.a larger oppning is provided between these pipes and w en it advancesstill 'further a still larger opening is provided between these pipes,-thereby providing a greater orice for venting` theV train line and agreater brake action. Devices 'may be used in connection with vent pipe236 which will regulate the alnount of reduction in the train linepressure for each progressive step but these, however, are not shown inthe present invention.

The armature 233 contains a detent 241 arranged to engage the steppingwheel 242 with which the rotary valve 225 is rigidly connected forrotation. Each time, therefore, that magnet 211 is energized anddeenergized, valve 225 is rotated one step setting up a new condition inthe train control apparatus and this remains eective aslong as magnet201 is deenergized and armature 223 engaging the stepping Wheel 242retains it in the position to which it has been moved by armature 233.-When, however, magnet 201 is energized, armature 223 is released fromthe stepping wheel 242 and coil spring 243 restores the steppingmechanism to the starting position.

Consider now the operation of the stick relays 151 and 151f. Theserelays connect to the commonwire 100 and relay 151 is controlled by wire152, contact 153 of block relay 102 to the battery wire 110 and relay151?L is similarly controlled by wire 152 and contact 153 ot block relay102a so that when the block relays are energized, these stick relays arealso energized. A holding circuit is provided for these relays,including contact 154, wire 155 and contact 156 controlled .by magnet 38of the D. C. magnet shoe to battery wire 110, so .that when the magnet38 engages pole piece 37 the holding circuit for stick relay 151 isestablished and a similar circuit with corresponding referencecharacters is provided for stick relay 1512*.y

The arrangement of the controlling circuit on the right shoe, however,for this stick relay, shows an arrangement that may be used when the D.C. magnet shoe is used in duplicate and in which a second polarizedarmature 38EL operates between a second magnetic yoke similar to 35 butnot shown in the drawings. The contacts controlled by this armature areconnected in series with the contacts controlled by armature 38 fromwire 155, contact 1563, wire 155, contact 156 to battery wire 110. Theobjects of introducing the D. C. magnetic shoe in duplicate are toprovide more reliable operation and also to takeadvantage ot' the factthat the armatures on these two shoes, although coming under theinfluence of the same ramps, will not move exactly at the same time sothat armature 38,y for instance, will break the contact 129 anddeenergize the vblock relay 102 before armature 38a changes position toestablish the holding circuit for relay 151, This guards against thepossibility of a slowly acting stick relay failing to open before theholding circuit is established. If desired. the holding circuit for theblock relay 102 can also be controlled in series by armatures 38 and 38although this has not been shown in the drawings.

Each time that the magnet 38 changes from poleI piece 36 to pole piece37, the block relay `is deenergized which deenergizes the stick relay151 and this relay remains deenergized until it is picked up from `someexterior source. One source provided for this purpose consists of thepush buttons 153 arranged to establish a circuit between wire 152 andbattery wire 110 so that by the manual operation of the push button,relay 151 may be energized and a similar arrangement is provided Ainconnection with relay 15P. These stick relays, therefore, are energized,first, when the b lock relays are energized and second, when the pushbuttons 153 `are operated. Also theseV relays, when the block relaysare. deenergized and it energized by the pick-up circuit above referredto, are maintained energized through the magnet 38 in the controllingposition.

Considering the operation et the train control apparatus it will beobserved that when a caution signal is received the blockv relay 102 isdeenergized. This deenergizes magnet 201 whichropens valve 222. there-byapplying air to the whistle 227 and giving an audible signal, and alsodeenergizes magnet 211 due to the fact that stick relay 151 isdeenergized. In order to stop the whistle the engineman presses the pushbutton 153 which picks up stick relay 151 and thereby energizes magnet211, causing the detent 241 to move the rotary valve 225 around onestep. This action shuts the passage between pipes 224 and 226, therebystopping the whistle and at the same time establishing a assage .betweenpipes 234 and 235. However, fit magnet 211 remains energized the valve232 is closed, closing the orifice of the tiain lineA 231.

It has been stated that the stick relay 151 is held in the energizedposition by contact 156, and as long as the armature of the D. C.magnetic shoe remains in this pbsition there will be no change in theoperation of the train control system. In order ,to secure an effect ateach intermediate ramp encounteredA I provide van arrangement whichduring the transit ofthe shoe overa portion'of the ramp changes th`armature 38 to the proceed position, an changes it again tothe controlposition' nless itis infiuenced by. the presence of C. in the ramp.ThisI secure by arran ing the ramp asshown at 78, Fig. 10 and lsoasshown in Fig. 3, with an insulatedv c ntral portion having the poiles ofthe per anent magnets `reversed so that this centr lyportion of the rampwill swing the armature 38 into the proceed position, thereby openingthe holdin of stick rela 151. However, as t e train moves over t e rampthe adjoining portions circuit v in effect, for each intermediate rampencountered, the armature of the D. C. magnetic shoe is momentarilychanged from one position to the other' with the object of re leasingthe stick relays and bringing the train control .apparatus again intooperation. This deenergizes magnet 211, thereby establishing a passagefrom train pipe 231 l to pipe 234' and to vent pipe 236, also to whistle227 operating the train brakes and sounding the audible signal. In orderto release this effect, the push button 153 is again operated 'whichenergizes magnet 211 and steps around the rotary valve 225 to a newposition to be again operated when the next intermediate ramp isencountered. This condition is maintained until the block relay 102 isenergized and magnet 201 isthereby energized, releasing the steppingwheel 242 which is restored to the starting position by spring 243 andthe system is in position to repeat the operation f the audible signaland train control on encountering another caution signal. It will benoted that any intermediate ramp which is energized will energize theblock relay and thereby restore the train control apparatus to thestarting position. The operations just explained have reference to theleft shoe and the aparatusy'on the left side of the diagram. .Ioweve`r,the right shoe is arranged in a' similar manner. By .compelling theengineman to operate the push button on encountering each ramp, hisattention is drawn to the fact that the train is proceeding under contoland should be operated at a caution spee Having thus described myinvention, I claim:

1. In a'railway traffic controlling a track, a vehicle thereon, a deviceon said track having pole ieces, a plurality of permanent magnets orenergizing these pole pieces, also' a source of current for energize ingthese pole pieces and a device on said ver hicle responsive to.said-.track device.

2. In a railway traiic controlling system, aitrack, a vehicle thereon,amagnetic device located on said track having pole pieces, a pluralityof permanent magnets and magnet, coils placed transversely between saidpole pieces, similar poles of said magnets engagmg each pole piece and adevice on said vehicle responsive to said track device.

In a railway tratic controlling system,

a track, a vehicle thereon, amagnetic device located on said trackhaving'el plurality of' system,

insulated sections with pole pieces, a plurality of permanent magnetsextending transversely between said pole pieces and a device on saidvehicle responsive to said track device.

4. In a railway tratiic controlling system, a track, a vehicle thereon,a. magnetic device located on said track consist-ing of a. plurality otinsulated sections having pole pieces, a plurality of permanent magnetsextending transversely between said pole pieces, similar poles ot' saidmagnets engaging the pole piece for each section, said poles beingieversed for adjacent sections and a. device on the vehicle responsivetosaid track device.

In a railway tratlic controlling system, a track, a vehicle thereon, amagnetic device located on said track, consisting of a plurality of polepieces, a plurality of magnets eX- tending transversely between saidpole pieces and establishing a polarity therein, a plurality ot magnetcoils also connected between said pole pieces and means for energizingsaid coils and a device on said vehicle responsive to said track device.

G. In a railway tratiic controlling system, a track, a vehicle thereon,a magnetic device located on said track, consisting ot' a plurality ofpole pieces, a plurality ot' magnets eX- tending transversely betweensaid pole pieces with their similar poles placed in the same direction,magnetic coils spaced between said pole pieces, asource of alternatingcurient for energizing said coils and a device on said vehicleresponsive to said track device.

7. In a railway traffic controlling system, a track, a vehicle thereon,a device located on said track consisting of two parallel magneticplates with a ,non-magnetic plate between said magnetic plates, aplurality of horse-shoe magnets with their poles connecting theunderside ol said magnetic plates and a device on said vehicleresponsive to said magnets.

8. In a railway traffic controlling system, a track, a vehicle thereon,a magnetic device located on said track, said device energized by aplurality of permanent magnets, means for superposing the iux Jfrom analternating current on said device and a device on said vehicleresponsive to said track device. l

t). ln a railway tratiic controlling system, a track, a vehicle thereon,a magnetic device an said track having` extended pole pieces parallelwith said track, a plurality ot permanent magnets placed adjacently ingroups transversely between -said pole pieces magnet coils spacedbetween said groups and a device on said vehicle responsive to saidtrack device.

10. In a railway traffic controlling system, a track, a vehicle thereon,a magnetic device locatedfon said track having pole pieces,

permanent magnets spaced at intervals placed transversely between saidpole pieces and magnetic coils spaced intermediate said permanentmagnets between said pole pieces and a device on said vehicle respondingto said track device.

11, In a railway tratiic controlling system, a track, a vehicle thereon,a magnetic device on said track having pole pieces parallel with saidtrack, permanent magnets placed transversely between said pole pieces, adevice on said vehicle consisting ot a continuous magnetic yoke arrangedto travel in a plane over said pole pieces and an independent armatureoperated by said magnetic yoke.

12. In a r-ailwa traffic controlling system, a track, a veliiclethereon, a magnetic device on said track having pole pieces parallelwith said track, permanentI magnets placed transversely between saidpole pieces, a device on said vehicle having a continuousrinagnetic yokearranged to travel in a plane over said pole pieces and a polarizedarmature associated with said magnetic yoke responding to the polarityof said pole pieces.

13. In a railway traffic controlling systeni, a track, a vehiclethereon, a magnetic device having pole pieces located on said track, adevice ony said vehicle having a magnetic yoke arranged to travel in theplane of said pole pieces, a magnet pivoted to said yoke and arranged toswing between the poles of said yoke in response to the inductiveiniiuence from said track device.

14. In a railway traic controlling system, a track, a vehicle thereon, amagnetic device located on said track, having pole pieces, a pluralityof permanent magnets placed transversely between said pole pieces andhaving similar po les in the same direction, a device on the locomotivehaving a continuous magnetic yoke with poles arranged to move in theplane of said pole pieces and a polarized armature arranged to swingbetween said poles.

15. In a railway traffic controlling systeni, a track, a vehiclethereon, a magnetic device located on said track, consisting ot magneticpole pieces, a plurality of magnets placed between `said pole pieces,means on the track for impressing a flux on said pole pieces, a deviceon said vehicle consisting of a magnetic yoke traveling in the vplane ofsaid pole pieces and having an armature responsive to said magnets andanother magnetic yoke traveling in the plane of said pole piecesinductively responsive to'said flux.

16. In a railway trai'ic controlling system, the combination of a track,a vehicle thereon, a magnetic device located on said track having polepieces parallel with said track, permanent magnets connected bellt)tween said pole pieces and means on the track for impressing an A. C.flux upon said pole pieces, a device on said vehicle consisting of amagnetic yoke traveling in the plane of said pole pieces with anarmature responsive to said magnets and a second magnetic yoke alsotraveling in the plane of said pole pieces, including a coil and aninductive relay, saidrelay connected with said coil.

17. In a railway traffic controlling system, a track, a vehicle thereon,a magnetic device located on said track having pole pieces extendingparallel with said track, means for impressing an A. C. flux on saidpole pieces, a device on said vehicle consisting ot a plurality ofmagnetic yokes, with coils, said yokes arranged to travel in the planeof said pole pieces and said coils arranged to inductively operate acircuit on said vehicle.

18. In a railway tratiie controlling system, a track, a vehicle thereon,a magnetic device located on said track with poles parallel to saidtrack, an A. C. flux impressed upon said poles, a device on said vehicleconsisting of a plurality of magnetic yokes traveling in the plane ofsaid pole pieces. said device inductively responsive to said A. C. finitand operating a device on said vehicle. i

19. In a railway traffic controllingsystem, a track, a vehicle thereon,a magnetic device located on said track, said device energized bymagnets and also energized by an A. C. flux, a device on said vehiclehaving a magnetic yoke traveling in the 'plane of said track device andresponsive to said magnets, also a magnetic yoke traveling in the planeof said track device responsive to said A. C. flux, a circuit controlledby the A. C. flux for moving the vehicle device into a definiteposition.

20. In a railway traiiic controlling system, a track, a vehicle thereon,a magnetic device located on saidtrack, having pole pieces, permanentmagnets connected between said pole pieces and means for iinpressing anA. C. .fiux on said pole pieces, a device on said locomotive consistingof a magnetic yoke traveling in the plane of said -pole pieces, anarmature controlled by said yoke and responsive to said magnets, asecond magnetic y"yoke traveling in the plane ot said pole pieces havinga coil. a circuit connected with said coil, means t'or establishing onecondition from said A. C. flux and means for establishing a ditl'erentcondition on said vehicle from said armature.

21. Ina railway trafiic cont-rolling system. a track, a vehicle thereon,a magnetic device located on said trackhaving pole pieces, magnets'extended between said pole pieces, a source of A. C. flux on said trackdevice, a device on said locomotive including a magnetic yoke travelingin the plane ott said pole pieces and having an armature responsive tosaid magnets, a second magnetic yoke having a coil responding to said A.C. flux, a relay connecting with said coil, said relay controlling acircuit clfccling the operation ot said armature.

22. In a railway tratiic controlling systeni, a track, a vehiclethereon, a magnetic device on said track having` pole pieces, magnetsplaced transversely between said poles, means't'or impressing an A. C.ilux on said poles, a device on said vehicleconsisting of a magneticyoke traveling in the Aplane of said poles and having an armatureresponsive to said magnets also responsive to conditions on said vehicleand means operated by said A. C. tlnX for setting up said vehicleconditions.

23. In a railway trattic controlling system, a track, a vehicle thereon,a controlling device on said vehicle having a retarding and anon-retarding condition, a magnetic device on said'tack having' polepieces, magnets placed transversely between said poles, means forimpressing an A. C. tlux on said poles, a device on said vehicleconsisting of amag-netic yoke traveling in the plane ot' said poles andhaving an armature responding to said magnets to produce said retardingcondition on said vehicle and responding to said A. (7. flux to producesaid non-retarding condition on said vehicle.

24. In a railway tratticl controlling system, a track, a vehiclethereon, a magnetic device located on said track having pole. pieces,magnets connected between said pole pieces, a device on said vehicleconsisting ot a magnetic yoke traveling in the plane otvsaid polepieces, a polarized arinature controlled by said yoke and means on saidvehicle 'for energizing said polarized armature. y

2:". In a railway tratlic controlling system, a track, a vehiclethereon.A a magnetic' device located on said track, pole piecesextendingl parallel with said track and having magnets placedtransversely between said pole pieces, aplnrality ot magnetic devicestraveling in the plane of said pole pieces, each device having anarmature controlled by the polarity ot' said pole pieces andeacharmature independently operating a circuit controller arranged tocontrol the saine circuit.

26. In a railway trafl'ic controlling systeni, a track, a Vehiclethereon a controlling device on said vehicle having a retarding and anon-retarding condition, a magnetic device located on said track. saiddevice having pole pieces extending parallel with said track andpermanently magnetized, means for impressing an A. C. fini: on said polepieces, a device on said vehicle responsive to the magnetism of saidpole pieces and arranged to produce a retarding effect on said vehicleand an independent device on said vehicle responsive to said A. C. iux,arranged to produce a non-retarding effect on said vehicle.

27. In a railway trafiic controlling system, a track divided intoblocks, a`vehicle thereon a controlling device on said vehicle having aretarding and a non-retarding condition, a magnetic device located onsaid track extending parallel with said track and having pole piecespermanently magnetized, means controlled b v said blocks for impressingan A. C. flux on said pole pieces, a device on said vehicle consistingof a magnetic yoke traveling in the plane of said pole pieces and havingan armature responsive to said magnetism and a second yoke traveling inthe plane of said pole pieces controlling a 'circuit responsive to saidA. C. flux, said circuit moving said armature into position to establisha non-retarding condition on said vehicle.

28. In a railway traffic controlling system, a track divided intoblocks, a vehicle thereon a controlling device on said vehicle having aretarding and a non-retarding condition, a magetic device located onsaid track andpermanently magnetized, means controlled by said blocksfor impressing an A. C. iiuX upon said device, a device on said vehicleresponsive to said magnetism tor establishing a retarding condition anda device responsive to said A. C. flux for establishing a non-retardingcondition.

29. In a railway trafiic controlling system, a track divided intoblocks, a vehicle thereon a controlling device on said vehicle having aretarding and a non-retarding condition, a magnetized device located onsaid track, an A. C. current controlled by said blocks and magnetizing atrack device, a device on said vehicle responsive to said magnetism forestablishing a retarding condition and a device responsive to said A. C.current for establishing a non-retarding condition.

30. In a railway traffic controlling system, a track, a. vehicle thereona controlling device on said vehicle having a retarding and anon-retarding condition, a magnetized device located on said track, analternating current impressing a fiux on said device, a device on saidvehicle responsive to said magnetized device to produce a retardingeffect and responsive to said A. C. fiuX to produce a non-retardingeffect on .said vehicle.

31. In a railway trafiic controlling system, a track, a vehicle thereon,a magnetized device located on said track, an alternating currentimpressing a flux on said device, a device on said vehicle responsive tosaid magnetized device and means responsive to `said A. C. fluxpreventing said vehicle device trom responding to said magnetism.

32. In a railway trafiic controlling system, a track, a vehicle thereona controlling device on said vehicle having a retardingfand anon-retarding condition, a device on said track permanently magnetized,an alternating current impressing a flux on said device, a device onsaid vehicle responsive to said magnetism and an independent deviceresponsive to said A. C. flux, and means whereby said retardingconditions are produced byvsaid magnetism and said non-retardingconditions are produced by said A. C. flux.

33. In a railway trafiic controlling system, a track, a vehicle thereon,a magnetizcd device on each side of said track, a device on said vehiclehaving a polarized armature, said vehicle device operated inductively byeither of said track devices and each ot said track devices arranged toproduce a similar efi'ect on said vehicle device.

34. In a railway traffic controlling system, a track, a vehicle thereon,a magnetized device on each side of said track, with poles similarlyarranged with respect to the centre line ot said track, a device on saidvehicle having a polarized armature, said vehicle device operatedinductively by either ot said track devices.

35. In a railway trafiic controlling system, a track divided intoblocks, a vehicle thereon a controlling device on said vehicle having aretarding and av non-retarding condition, devices spaced on said trackcontrolled by said blocks, a stepping device on said vehicleprogressively establishing said rctarding condition and inductive meansfor operating said vehicle device to the retarding condition by saidtrack devices.

36. In a railway traflic controlling system, a track divided intoblocks, a vehicle thereon a controlling device on said vehicle having aretarding and a non-retarding comlition, devices spaced on said trackcontrolled by said blocks, a device on said vehicle progressivelyestablishing said retarding condition and inductive means forestablishing a retarding and a non-retarding condition on said vehicleby said track devices as said vehicle proceeds through the block.

37. In a railway traic controlling system, a track divided into blocks,a vehicle thereon, a train controlling mechanism on said vehicle,devices on said track, a device on said vehicle inductively responsiveto said track devices, a stick relay held energized by said inductivedevice in one position and a second stick relay held energized by saiddevice in another position.

38. In a railway traffic controlling system, a track divided intoblocks, a vehicle thereon, a train controlling mechanismen said vehicle,devices on said track, a device lll.;

llO

-on said vehicle inductively` vresponsive to said track devices, a stickrelay controlled by said inductive device in oneposition, a .secondstick relay controlled =by the first stick relay and also controlled bysaid inductive device in another position.

39. ln a railway wtrafic controlling system, a track divided intoblocks, a block system, a vehicle on said track, a mechanism on saidvehicle having a retarding condition and a non-retarding condition,devices on said track spaced in said blocks and controlled by said blocksystem, a device on said vehicle iiiductively responsive to said trackdevices and operating saidnechanism, means operating independently oi"the running gear ot' said vehicle whereby a rcta-rding condition isprogressively established at each succeeding track device in the blockwhen the block is not clear, and means whereby a non-retarding conditionis established at any trackdevice controlled by a clear block.

40. In a railway `traliic controlling system, a track, a block systemdividing said track into blocks, a vehicle thereon a controlling deviceon said vehicle having a retarding and a non-retarding condition, adevice on said track, a portion ot' saiddevice controlled b said blocks,and a central portion of said evice arranged to ablish a non-retardingcondition on said vehicle.

41. In a railway traffic controlling system, a track, a vehicle thereon,a device on said track permanently magiietized, ay relay on saidvehicle, a plurality of magnetic devi'ces'on said vehicle havingarmatures re-' Sponding to said track device, 'said armatures eachcontrolling tliecircuit of saidv relay in series. s

42. In a railway traiiic controlling system, :i track, a block vsystemdividing said track into blocks, a vehicle thereon, a device on saidtrack permanently magnetized by a plurality of magnets, a device on saidvehicle inductively responsive to said track said permanent magneticmember to a sclected position, the pole of said electro-magneic kmemberarranged to form, when deenergized, tlie armature of said permanentmagnetic member, to `Vmaintain it in said selected position and acircuit for inagnetizl ing said permanent magnet.

44. In a train controlling mechanism, the con'ibination of a track witha vehicle thereon having a controlling mechanism, an eloi'igated magneton said track, energized by alternating current, a plurality of coils onsaid vehicle independently responsive to said magnet, said coilsoperating said controlling mechanism. y

45. In a "railway trailic controlling systei-inthe combination of atrack with a vehicle thereon,V a controlling mechanism onsaid vehiclehaving a retarding and a non-l ietarding condition, a device on saidvehicle operating said mechanism to produce a retardiiig condition andanother device operating said mechanismto produce a nonretaidingcondition, a device on said track (zo-operativelyy operating saidvehicle devices inductively, said vehicle device pro-` ducing thenon-retarding condition arranged to move the device producing` theretarding condition away from the retardin position.

igned at New York in the county of New York and State of New York, this26th day of March, A. D. 1921.

MATTHEIV LOUGHRIDGE.

